Motor-control system



y 10 1927' w. s. H. HAMILTON MOTOR CONTROL SYSTEM Filed May 16, 1925 3 Sheets-Sheet l Fig.2.

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1 D May 10 927 w. s. H. HAMILTON MOTOR CONTROL SYSTEM Filed May 16. 1925 s Sheets-Sheet 2 at 51'' ponm Z .ru/r m2: wz m J 4E H v n May 10 1927. 1,628,4G2

w. s. H.-HAMlLTON MQTOR CONTROL SYSTEM Filed May 16, 1925 3 Sheets-Sheet 3 Inventor: William S. H. Hamilton,

His Attowney Patented May 10, 1927.

UNITED STATES PATENT O FFICIE.

WILLIAM S. HfHAMILTON, 0F SCHENECTAD Y, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATIQN OF NEW YORK.

MOTOR-CONTROL SYSTEM.

Application filed May 16, 1925. Serial No. 30,852.

This invention relates to systems of control for electric motors, and is particularly directed to systems of control for electric motors which are operated as load driven generators to broke the load.

fl lie main object of the present invention is to provide on improved motor control system of ti above character whereby both the motoring; and the braking effects are controlled in a simple and reliable manner.

More specifically, the invention provides a novel arrangement of control apparatus and circuitsivherehy the motors may be connected to a source of supply for motoring operation and the voltage of the motors may be brought up to and automatically maintained at a suitable value for regenerative braking operation and the braking etiect may be automatically limited to e desired value.

Although not necessarily limited to such utility in the control of the driving motors oi an electric locomotive. which is employed to-regeneratively hralte train of cars. By means of my invention, the electric locomotive may be controlled so as to insure that the slack in the train is gradally drawn out during motoring" operation and hunched. (luring regenerative broking operation on steep grades, while provision is made for proper adjustment oi the slack "when broking operating is commenced directly from stand still. i V here the electric locomotive is provided With series traction motor it is the usual practice to energize the series field windings of the motors from auxiliary sources of current and thereby couse the motors to generate a voltage of greater value than the voltage ot the source in order to cf tect regenerative operation. To insure that the slack in the train is held hunched during; regenerative braking; oper' ation, it is necessary that the regenerative voltage of the motors alwsys exceed the voltage of thcsunply source since otherwise motoring effect would result which might pull out the slack. However, under certain conditions, as for example, when the exchange of current between the motors and the source is limited to a relatively low value by resistors connected in circuit with the motors, the regenerated voltage of the motors become sufficiently excessive to cause destructive arcing or even flash-over of the motors.

In accordance with my present invention, the po;:sibility of such destructive arcing or flash-over is effectively prevented by sutoniuticaliy maintaining the regenerated voltol the motors at a value which is Within the safe operating limits of the motor and which at the same time is ample to insure that regenerative braking operation always occurs even with the current limiting resistors in circuit with the motor. The regeneroted braking effect of the motors is automaticelly limited at all times to a desired value.

in carrying the invention into effect in a preferred form. the regenerated voltage of the meters is automatically mointained at a predetermined safe value through the agency of an clectro-responsive device which is connected to be energized responsivelv to the voltage of the motors and which preterahly is arranged to cooperate With automatic means responsive to the regenerated current of the motors to control the encrc'ization of the field windings of the motors from the auxiliary source of current. Preterahly. the arrangement is such that the re generated voltage of the motors is automoticelly meintained at the predetermined value only when the exchange of current between the motors the source is limited by CIUF rent limiting resistorsv connected in the generative belting; circuit of the motors. After the current limiting resistors are re moved from the broking circuit. the

matic current responsive controlling; means serves to maintain the energization of the fieldvvlndings of the motors at the value required for the desired regenerative braking; operation.

The invention will he more readily understood from the following description of the accompanying drawings which diegrammob ically illustrate an electric locomotive motor control system embodying a preferred form of the invention for the urpose of explaining theprinciples thereoil In the drawings. Fig. l is c schematic diagram ofthe power circuits of the traction motors of the locomo iii) tive, showing the general relation of the several current limiting resistors, controlling contactors and auxiliary sources of current employed in series and parallel motoring and regenerative braking operation of the locomotive; Fig. 2 is a-chart indicating the sequence in which the control contactors shown in Fig. 1 are operated in the various steps of series and parallel motoring operation of the locomotive, Fig. 3 is a schematic diagram showing the several manually operated controllers and automatic controlling devices, as well as the control circuits whereby the various steps in motoring operation and in regenerative braking operation are efiected; and Figs. 4, 5, 6 and 7 illustrate diagrammatically the motor connections obtaining during the initial phases of series and parallel motoring and regenerative braking operation.

Referring first to Fig. 1, it will be observed that the driving motors, M M having respectively series field winding F F ,a re arranged to receive power from the overhead trolley T during motoring operation and to return power thereto during regenerative braking operation. The exchange of current between the motors M and M and the trolley T is limited during certain phases of both motoring and regenerative braking operation .by the resistors R R R R R R In accordance with the usual practice, the motors M and M are arranged to be connected to the trolley T'in series or in parallel relation by means of the several circuit controlling contactors 1, 5, 10, 11, 12, 13, 14, 15 for either motoring or regenerative braking operation and the contactors 2, 3, 4, 6, 7, S, are' provided for short circuiting the corresponding current limiting resistors R R R R R R as indicated in the drawing.

In order to effect regenerative braking operation of motors M M the respective field windings of the motors F,, F are arranged to be energized from auxiliary sources of current such as the exciters E E indicated in the drawing, when the contactors 16 and 17 are closed. As shown, the emitters 1G,. 1'] are excited by common field windings comprising the separately excited shunt field winding F and-the series field winding F Preferably both exciters are mounted upon a common shaft which is arranged to be driven by suitable power means notshown in the drawing.

It will be observed that the several circuit controlling contactors 1 to 9, and the exciter cont-rolling contactors 16 and 1'7 are shown as of the electro-magnetically operated type, while the series-parallel contactors 10, 11, 12, 13, 1-1 and 15 are shown as of the camoperated type. Preferably the operating cams of the several series-parallel contactors are mounted upon. a common cam shaft which is arranged to be operated by a suitable electrically controlled pneumatic operating engine not shown in the drawing, but which may be of the type illustrated and described in Patent No. 1,267,817, issued upon the joint application of R. Stearns and myself. y

The sequence in which the several contactors are operated in the various steps of series and parallel motoring operation of the motors M M will be apparent from the sequence chart shown in Fig. 2. It will be understood that the interconnection of the respective armature and field windings of the motors M and M to effect rotation of the motors in either direction is under the control of suitable electrically controlled pneumatically operated reversing switch mechanism which may be of the type illustrated and described in the previous mentioned Patent No. 1,267,817, but which, for the sake of simplicit is not shown in Fig. 1 of the drawings. l lowever, as will more fully appear hereinafter, suitable control apparatus and circuits for the electrically controlled cam-operating mechanism, as well as the electrically controlled reversing switch mechanism of the pneumatically operated type referred to above,are embodied in the schematic control diagram illustrated in Fi 3.

Feferring now to Fig. 3, it will be seen that the operation of the several electromagnetic contactors, as well as the camoperated contactors shown in Fig. 1, is effected under the control of the manually operated master controllers M. (1., Rev. (3., Sel. C. Br. C., which are employed in the preferred form of locomotive control system illustrated. The main controller M. C. is provided with suitably spaced contact segments for controlling the energizing circuits for the operating windings of the electromagnetic valves of the pneumatic engine controlling the series parallel switch, as well as the operating windings 51 to 61 of the electromagnetic contactors 1 to 9 and 16 and 17 respectively to effect the operation of the several cam-actuated and electromagnetical- 1y actuated contactors in the sequence shown in Fig. 2 during motoring operation.

The reversing controller, R. C., is connect ed to cooperate with the main controller,

M. (1, to control the energization of the operating windings 62 and 63 which cause the pneumatically operated reversing switch mechanism to operate to the corresponding 7 forward and reverse positions. The selective controller, Sol. (7., is arranged to-cooperate with the main controller. M. 0., in controlling the operating windings 51 and 55 of line contactors 1 and 5 during motoring and regenerative braking operation, and to cooperate with the braking controller, Br. 0., to control the energization of the operating energize the corresponding operating windings 62 or 63 of the pneumatically operated reversing switch mechanism to interconnect 1 established from the supply source indicated as in the drawing through the control segments 64 and 65 of controller M. (l, the segments 66 of controller Rev. C., and thence through the winding 62 to ground.

- Upon the resulting operation of the reversmg switch mechanism to connect the motors M, and M for operation in the forward direction, the righthand auxiliary contact 67 associated therewith is closed. With the controller Sel. C. in position M, this estabhshes a circuit for the operating winding 51 of electromagnetic contactor 1 which extends through the contact segment 68 of controller Sel. 0.. to ground in parallel circuit'with the winding 62. In this way the motors M and M are energized through a circuit which may be traced in Fig. 1 from the trolley T through the contactor 1, resistors R R R cam contactor 10, resistors R R R the armature of motor M cam contactor 11, the armature of motor M the series field winding F cam contactor 14, the series field winding F and thence through the exciter series field winding F to ground. Fig. 4 shows the fundamental connections upon initiating series motoring operation. It will be evident that subsequent operation of the master controller through the successive operative positions 6, c, d, e, f, g, serves to establish energizing circuits for the operating windings of the electromagnetic contactors 2, 3, 4, 5, 6, 7, 8 and 9, in the sequence indicated in the first seven steps of series operation indicated in F1g. 2. As indicated in the sequence chart, further operation of the main controller through its operative positions h, i, j, k, Z, serves to first energize the operating winding of the electro-magnetic valves controlling the pneumatically operated seriesparallel transfer switch mechanism to move the cam operated contacts 10, 11, 12, 13, 14

and 15 from the series to the parallel position and thereby establish the parallel motor connections as shown in Fig. 5 and to successively reenergize the operating windings 52, 56, 57, 54, and 58 of the electromagnetic contactors 2, 3, 4, 6, 7 and 8 in the manner shown in the parallel steps of motoring operation shown in Fig. 2.

During series operation of the.motors the operating winding 52 of the resistance controlling contactor 2 is energized through the auxiliary contacts Ts with which the seriesparallel transfer switch is provided. After the transfer to parallel connection of the motors is-completed, the energizing circuit for winding 52 of the contactor 2 extends throu h the auxiliary contact Tp which is close when the series-parallel switch is in its parallel position. This insures that the contactor 2 1s open during and until after completion of the transfer from series to parallel connection of the motors. The-aux iliary contacts 2a, 2b, 2c and 2d are associated with the resistance controlling contactor 2 and are arranged to be opened and closed simultaneously with the opening and closure of the contactor. Thus when the contactor 2 is opened during transition the other resistance controlling contactors 3, 4, 6, 7, 8 also are opened to insert all of the resistors in the motor circuit during the transfer operation.

Should the-operating conditions of the electric locomotive now require that regenerative braking'operation of the motors be effected, this may be accomplished with the motors connected either, in series or in parallel in the following manner:

Assuming that the main controller is returned to the operating position 7:. in which the parallel connection of the motors is maintained, regenerative braking operation of the motors is effected under these conditions by operating the selective controller Sel. C. to the position P indicated in the drawing and movin the braking controller Br. 0. from the motoring position on through the equalizing position n to a selected one of the operative positions 0, p, g, r, s, t, u, indicatedin the drawing.

With the selective controller in position P and the main controller in position it the energizing circuit for the electromagnetic line contactors 1 and 5 extends through the segments 69 of controller Sel. C. and the segments 70 and 71 of controller M. C. to ground. The resistance contactors 2, 3, 4 and 6,7, 8 are deenergized to maintain the corresponding resistances R R R R R R in the motor circuit. Assuming that the position r is selected for the braking controller, an energizing circuit for the operating windings and 61 of the electromagnetic contactors 16 and 17 respectivelyis established which may be traced from the supply source through the contact segments 64, of controller M. C., the operating windings 60 and 61 in parallel circuit, the contact segments 7-2 of controller Sol. (3., and thence through contact segments 73 of controller Br. (1. to ground. The resulting closure of contactors 16 and 17 connects the exciters E and E respectively across the field windings F F to supply increased excitation to the motors. The resulting connections obtaining during the initial phases ground.

of parallel regenerative braking operation are shown in Fig. 7

It will be observed that thernotor 19 of the motor operated rheosta-t- 18 normally is energized from the supply source through the electromagnetic switch 22 in its lower position, the tield Winding 21 and armature of motor 19 to ground to effect operation of the rheostat lttto the position in which the current supplied from the supply source to the exciter shunt field winding F is reduced to a minimum value. When the controller Br. C. is moved to the position 7' to increase the energizing" current of the err-- citer shunt field winding F to a value suitable :tor regenerative braking operation of the locomotive under the particular service conditions obtaining, an energizing circuit for the operating winding of the electromagnetic switch 22. is completed from the supply source through the contact segments 6%, (55 of controller M Q, contact segments 74: of controller llr. C. and thence through the operating winding 75 of switch 22 to ground The resulting operation of switch 22 from the position in which it is shown to its upper circuit closing" position places the motor 19 of the motor operated rneostat 18 under the control otthe automatic voltage "esponsive rela 2a, having its operating winding 29 as shown in hig. l, energized responsively to the regeneated voltage of motors l t-il and l t l Thus. it the voltage of motors l /ll is below the predetermined value which the voltage responsive relay 29 nisintains its contact in the mid position between the stationary contacts cooperating therewitlu the movable contact oi relay 29 v w remain in the biased position in which it is shown in the drawing. Under these conci lions, the motor 19 is supplied with power fronr the supply source through he switch 22 in its upper position the auiiiliary con tact i which is in the closed position shown when the electromagnetic contactor t is open, the contacts of relay the cont cts ot ielay 22-3, the field Wit 1.1g 20 and the arn'iature windings of the ihotor 19', to The resulting operation. of motor 19 in the direction required to remove the resistance of rheostat 18 from the energizing circuit oi the exciter shunt field winding F As the resistance of the rheostat 18 is progressively removed from the eaciter shunt iield circuit, the excit tion of the exciters E and E is correspondingly incret and the exciters supply a correspondrm increased energizing current to l es field windings F F of motors It 9 i The increased excitation of motors l t i M increases the regenerated vol of the motors. When the voltage of the rnotors Ill l M is increased to the predetermined value at which relay 29 moves its contacts from ter controller is moved from the position the position in which it is shown to the mid position the power circuit of operating motor 19 is interrupted, and further operation of the rheostat 18 is stopped. It the electric locomotive is operating on a sutlicient grade, the speed of rotation of motors M M may increase and correspondingly increase the regenerated voltage or the 1110 tors. in case the regenerated voltage impressed upon the operating winding 29 of relay 2e is suflicient to move the contact of the relay into its lower circuit closing position, a power circuit for the operating motor 19 of rheostat 18 is established through the motor field winding 21. The resulting rotation of motor 19 is in the direction required to rednsert successive steps of the rheostat 18 in circuit with the exciter shunt field winding F The decreased er;- citation of the exciters E 5 E produces a decreased ener 'ization ot the series field windings F F of motors M ll/l until the regenerated voltage oi the motors is decreased to the predetermined walue at which the relay 2st maintains its contact in the mid position.

The above de:cribed operation has been assumed to take place with the main con troller C. in the operative position it wherein the resistance controlling co; tactors l, 5 and (S T, 8 deenergized air I? niaintainedin circuitwith the dri-t I Under these conditions the regenerated. current of the motors is of limited value. ihould it he desired to increase the regenerated current to correspondingly increase the bi aking effect of the locomotive the inasthrough the operative positions 2', it, 5 to successively energize the resistance trolling contactors 2, 8 4; and c sequence indicated for pr l l1 ig. 2. ll hen the cont by n'iovernent oi the main controller to, the position 1 and closes to short circuit the resister lit the auxiliary contact i with which the'contactor is provided, is operated out of engagement with its lower stationary contacts and into engagement with upper constationary contacts indicated in ig, This removes the control of the motor i9 the Sill ill?

. to its mid position.

rheostat 18. Should the speed of the locomotive increase or the line voltage decrease so as to increase the current regenerated by the motors to a value greater than that required to maintain the contacts of relay 23 in its mid position, the movable contact of relay 23 will be operated into engagement with its lower stationary contact to energize the fieldlwinding 19 through the field winding 21. The resulting operation of the rheostat' 18 will decrease the exciting current of the exciter shunt field winding F. and correspondingly decrease the excitation of the motor field windings F F until the decreased regenerated current of the motors permits the relay 23 to return to the mid position. Thus it will be seen that the relay 23 automatically maintains the regenerated current of the motors at a substantially constant value.

Should-it be desired tov change the value of the regenerated current so as to produce a greater braking effect, the controller Br. C.

is moved from the position 9* to one of theoperating positions a, t, or u. In the position a the windin 26 of relay 23 is energized through a circuit extending from the supply source through the segments 64, 65 of the controller M. O, the segments 74 and 76 of controller Br. (1., and thence through the winding 26 and the current limiting resistors 2? and 28, the segments 77 and 7 3 of controller Br. C. to ground. Under these conditions the winding 26 acts differentially to the winding 25 and therefore necessitates a larger value of regenerated current through the win'din 25 to maintain the contact of relay 23 in the mid position. As the resistor 27 and then the resistor 28 are successivel short circuited by operation of the contro ler Br. C. to the positions t and u respectively, the value of current in winding 25 required to maintain the relay 23 in the mid position is successively increased.

If, on the other hand, the regenerated current is automatically maintained at too high a value for the desired braking effect, the

braking controller may be operated from the position 1 to one of the operative positions g, p, or 0. In this'case the winding 26 is energized to act cumulatively with the winding 25 of the relay 23 and the short circuiting'of the resistors 27 and 28 serves to successively For series regenerative braking the main controller M. C. is moved to its operative positions a and the selective controller is moved to position S. In this case the initial connections for series regenerative braking operation are shown in Fig. 6 and theenergizing circuit for the line contactors 1 and 5 extends through the segment-78 of controller Sel. C. and segment 79 of controller M. C. From the description already given it will be apparent that the voltage responsive relay 29 will automatically control the motor operated rheostat 18 to maintain the regenerated voltage of the motors within safe operating limits as long ,as the contactor 4 is deenergized and the auxiliary contact 4 remains in the position in which it is shown in Fig. 3. After closure of contactor 4 the control of the motor operated rheostat 18 is removed from the voltage responsive relay 24: and the current responsive relay 23 serves to maintain the regenerated current within the predetermined limits in the manner previously described in connection with the parallel regenerative braking operation of the motors.

In the control system illustrated, either parallel or series regenerative braking op eration' may be initially selected when the locomotive is at rest and obtained upon stariing the locomotive after only a transi tory period of motoring operation in which all the accelerating resistances R R R R R R are in circuit with the motors. Thus with the locomotive at rest on a steep grade the seleciive controller C may be op-' erated into position 8' or P, and the braking controller operated into position 0. When the main controller M. C. is operated into the corresponding first operating position a or it, only a brief period of motoring operation with all of the current limiting resistances in the motor circuit occurs before the voltage responsive relay 29 effects operation of the motor operated rheostat 18 to the position in which the maximum excitation of the motors is obtained. Thus .when the train reaches the proper speed the motors at once regenerate and serve to maintain the slack in the train bunched when the air brakes are fully released.

lVhat I claim as new and desire to secure by Letters Patent of the United States, is i- "1. In a motor control. system, the-combination of an electric motor adapted to op-' erate as a load driven generator, switch mechanism for connecting the motor to a source of supply for motoring operation and for regenerative operation, and automatic electroresponsive means connected to be energized responsively to the voltage of the motor and rendered operative upon establishment of the regenerative braking connections for controlling the motor to maintill tain the regenerated voltage thereof at a constant predetermined value independent of the supply voltage. I

2. In a motor control system, the combination of on electric motor having armature and iieid windings, switch mechanism'for connecting the motor to a source oi suppiy, means for energizing the field Winding of the motor to operate the motor ass load driven generator, end electroresponsive means for sntomsticslly controlling the said energizing means to maintain the regenerzi'ted voltage oi the motor at a constent predetermined value independent of the sup ply voltage.

In motor controi system, the combinotion of on electric motor having armature and series field windings, switch ll'lGCllZtDlSll'l l'or connecting, the motor to at source of sup ply for motoring operation thereof, means inciudino auxiliary source of current for increasing" the energizetion of the series field Winding of toe motor to operate the motor as it lend driven generator, on automatic electrores cnsive device connected to he op- )onsively to vsrio ion of the voitmotor rom s constsnt predeten moons whereby said onto controls ssid ouniiiory t e energizstion i 1 n the ot-or exceeds the (5 ill on electric otor hing con'iprismechanism for connecting the source of suppiy motoring regenerzttive braking or con troih V the scores tion end eg; the X I oeiow e. preo ten when the seid current con is operated to maintain the retive tor mined v ling niez current of the motor at e reistivei lovv v lue.

F fsystem on electric motor driven t it regenerative on v T coin second veiieoie Io cor r reg-cw ing, the voltage OJ. the

' i .i, n L 7 motor 0. hi .-.egeneistive opeiomon, M101 an M Y or (M- 6. A control system for an electric motor having armature and series field windings comprising switch mechanism for connecting the motor to a source of supply for operation in either direction, means for energizing the series field winding of the motor to operate the motor as a loud driven generator in either direction, controlling means including a resistor connection in circuit With the motor to regulate the current or" the niotor during both motoring and regenerative operation, and an electroresponsive device energized responsively to the volfage of the motor and arranged to automatically control said energizing means to maintain the regenerated voltage of the motor below it predetermined value when said resistor is connected in the motor circuit.

'2. In a motor control system, the combination oi on electric motor having ermeture and series field windings, switch mechanism for connecting the motor to s source of s" W ply, means for energizing the lieid vzindi 1g of the motor to change from motoring; open stion to operation of the motor es i0 6. driven generator, :1 resist for the exchange of current between mo the source, controller r cuitmg the resistor, eiectro" connecting the motor to s so rce sunv I v c 1 I A VELLUG, @1101 nic m mes-ins U the ii time of v driven outoinu c s ionsive mes motor for controlling the said means to maintain both. the rege' rent and. voltege of the motor termined values.

9.. A control system tor an electric adopted "for enersle switch mechanism for to e. source of" o operation and i. 3 operation, end eiectr reopen vely current trolling the rec" sited vol vslue When the leg is below predeterniine 10. A controi system adopted for regenerative ing switch mechanism for c motor to s source of operation and regenerative braking operation, variable resistance means for regulatmg the exchange of current between the motor. and the source during regenerative;

braking operation, and an automatic electroresponsive device for controlling the motor to maintain the regenerated voltage at a predetermined value when the said resistance means is operated to maintain the regenerated current of the motor at a relatively low value.

11. In a motor control system, the combination of an electric motor having armature and series field windings, a current limiting resistor for the motor, switch mechanism for connecting the motor in circuit with said resistor to a source of supply for motoring operation, means for energizing the field windingof the motor to operate the motor as a load driven generator, automatic electroresponsive means responsive to a predetermined'value of the regenerated current of the motor'for controlling said energizing means, a controller for controlling the said 1 resistor to vary the value of the regenerated current of themotor, an electroresponsive device arranged to be operated responsively to variations of the voltage of the motor from a predetermined value, a and means regenerative braking operation, variable resistance means for controlling the exchange of current between the motors and the source during both motoring and regenerative braking operation, and automatic electroresponsive means arranged to be energized responsively to the voltage of the motors in both series and parallel relation for controlling the motors to limit the regenerated voltage thereof to a predetermined value when the said resistance meansis operated to maintain the regenerated current of the motors at-a relatively low value.

13. A control system for a plurality of electric traction motors, each having armature and series field windings, comprising switch mechanism for connecting the motors in series and in parallel relation to a source ofsupply, means for energizing the series field windings of the motors to operate the motors as load driven generators in both series and parallel relation, variable resistance means for controlling the exchange of current between the motors and the source during both motoring and regenerative braking operation, automatic electroresponsive means operable responsively to a relatively high value of the regenerated current of the motors for controlling the said energizing means to limit the regenerated current of the motors to a predetermined value, an

'electroresponsive device arranged to be operated responsively to variations of the voltage of the motors from a predetermined value in both series and parallel relation, and connections jointly controlled by said variable resistor means and said automatic current responsive means, for placing the said energizing means under the control of said electrpresponsive device when said resistance means is operated to maintain the regenerated current of the motor at a relatively low value.

In witness whereof, I have hereunto set my hand this th day of May 1925.

WILLIAM S. H. HAMILTON. 

